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2012 Porsche Boxster S: Drive review

1 of 9The redesigned Porsche Boxster is the third incarnation of the mid-engine roadster that, for now at least, continues to represent the starting point in the German carmaker's growing lineup.

Photo by Porsche

2 of 9To our eyes the only questionable styling feature of the 2013 Porsche Boxster S is the ugly black plastic insert used in the side air vents. Otherwise, it is a convincing and cohesive-looking car, one that no longer relies on 911 cues to announce its pedigree.

Photo by Porsche

3 of 9The 2013 Porsche Boxster S retains the 3.4-liter engine, essentially the same engine now used by the 911 Carrera. Subtle revisions to the induction and exhaust systems liberate an added 5 hp, taking the output up to 311 hp at 6,700 rpm.

Photo by Porsche

4 of 9Purists should be happy with the 2013 Porsche Boxster S, though. Traditional elements such as the ignition switch mounted on the outer edge of the dashboard and the classic three-dial instrument binnacle remain. Say aufwiedersehen to the handbrake lever, though. As in the 911, it is replaced by an electrical unit.

6 of 9There is no doubt that Porsche has managed to extend the appeal of the model that once saved it from financial disaster without diluting any of its inherent excitement. It was and continues to remain one of the world's most entertaining road cars.

Photo by Porsche

7 of 9New underpinnings that include wider tracks and a longer wheelbase also give the 2013 Porsche Boxster S a more confident stance.

Photo by Porsche

8 of 9Porsche has reworked the folding fabric top of the Boxster, providing it with full automatic operation. The magnesium-framed structure can be opened and closed at speeds up to 31 mph. It can also be operated remotely via a button on the key fob when parked.

Photo by Porsche

9 of 9In a perfect world every car enthusiast would have a new 2013 Porsche Boxster S sitting in his garage, if only for an early Sunday-morning thrash along a favorite back road.

Photo by Porsche

What is it?

The redesigned Porsche Boxster is the third incarnation of the mid-engine roadster that, for now at least, continues to represent the starting point in the German carmaker's growing lineup. Set to go on sale in North America in June, the Boxster continues to be offered in two distinct models: the base Boxster and the more performance-oriented Boxster S. We drove the Boxster S for the first time in the same week it made its public debut at the Geneva motor show.

Since its introduction in 1996, the Boxster has progressed in typical-for-Porsche fashion, with subtle changes to its appearance and mechanical make-up that have helped it remain ahead of its roadster competition, including the Audi TT, the BMW Z4 and the Mercedes-Benz SLK. But after two generations and only small modifications to the original concept, the Boxster had begun to look, dare I say, tired.

But that's not something you could say of the new Boxster, known internally as the Type 981. From the first glance you're aware that it represents a clear cut with the past. For a start it looks bigger, which is borne out in the official dimensions that make it 1.8 inches longer--at 172.2 inches--than the model it replaces, the Type 987, even if width and height remain the same as before, at 70.9 inches and 50.4 inches, respectively.

More than the change in size, though, it is the overall styling that distinguishes the new model from the old. A combination of newly interpreted details, a more cab-forward silhouette, crisper swage lines, larger wheel houses (it now accepts optional 20-inch wheels), more distinctive air vents and a particularly complex rear end with an automatic rear wing integrated into the tail lamps give the new Boxster a more unique appearance.

New underpinnings that include wider tracks and a longer wheelbase also give the Boxster a more confident stance. To our eyes the only questionable styling feature is the ugly black plastic insert used in the side air vents. Otherwise, it is a convincing and cohesive-looking car, one that no longer relies on 911 cues to announce its pedigree.

While it continues with a mid-engine layout, the new Boxster retains strong architectural links with the latest 911--a factor that allows the cars to be produced alongside each other on the same line at Porsche's Zuffenhausen factory on the outskirts of Stuttgart.

A new aluminum body structure helps cut weight. The new Boxster S tips the scales at 2,910 pounds in manual guise and 2,976 pounds with the optional seven-speed dual-clutch gearbox. The Boxster shares much of its front-end structure with the 911, including the MacPherson-strut front suspension and the new electromechanical steering system.

Swing the driver's door open and you also find the two cars share much of their interiors. The newly designed two-seat cabin looks and feels more modern and much classier. The central feature is the rising center console, an element Porsche borrowed from the Carrera GT and which now resides in all Porsche models. As well as housing an armada of switches, the console raises the height of the gear lever, cutting the distance between it and the steering wheel.

Purists should be happy, though. Traditional elements such as the ignition switch mounted on the outer edge of the dashboard and the classic three-dial instrument binnacle remain. Say aufwiedersehen to the handbrake lever, though. As in the 911, it is replaced by an electrical unit.

Drop down into wider, taller and more supportive seats--now positioned even lower than before--and you're immediately aware of the added space. With a 2.3-inch-longer wheelbase, cabin length has increased and with it seat adjustment, too. Wider tracks (up by 1.4 inches up front and 0.2 inch at the rear) have also led to a slight increase in cabin width. A higher waistline also gives the impression that you are more enclosed than in the old Boxster.

The view over the higher-mounted dashboard and through the slightly more heavily raked windshield raises your appreciation for the added attention to detail brought by Porsche design boss Michael Mauer, with a lovely crease line that drops away over the top of the front fender providing a clear focal point.

The Boxster is now more versatile than ever. Space within the cabin has been improved through the adoption of new door inserts with a pocket that opens up. With 5.3 cubic feet of trunk space up front and a further 4.5 cubic feet at the rear, the Boxster is capable of swallowing a surprising amount of luggage. The fuel tank remains the same at 16.9 gallons--however, with significantly more fuel-efficient engines, it is no longer the weakness it was back when the second-generation Boxster was launched in 2004.

Porsche has reworked the folding fabric top of the Boxster, providing it with full automatic operation. The magnesium-framed structure can be opened and closed at speeds up to 31 mph. It can also be operated remotely via a button on the key fob when parked. Among the developments is a larger rear glass and new acoustic damping material. Unlike the first two generations of the Boxster, the new one does without a tonneau cover for the stowed hardtop. Instead, it now rests in a space at the rear of the cabin, with the upper section exposed.

Porsche continues to offer the choice of two naturally aspirated horizontally opposed six-cylinder engines. The base engine is more contemporary 2.7-liter unit with direct injection. Despite the engine's smaller displacement (versus 2.9 liters in the current Boxster), power has increased by 10 hp, now peaking at 261 hp at some 300 rpm higher up the dial at 6,700 rpm. Torque is also up by 7 lb-ft, at 206 lb-ft, on a 400-rpm-wider band of revs between 4,500 rpm and 6,500 rpm.

The Boxster S retains the 3.4-liter engine, essentially the same engine now used by the 911 Carrera. Subtle revisions to the induction and exhaust systems liberate an added 5 hp, taking the output up to 311 hp at 6,700 rpm. Torque remains the same at 265 lb-ft, but it is now developed across a 200-rpm-wider range from 4,500 rpm to 5,800 rpm.

Both engines come with a standard six-speed manual. But it is the optional seven-speed dual-clutch gearbox, which uses a new electronic control unit for faster shifts, that Porsche expects to prove more popular, in part owing to its ability to provide both manual and automatic modes. It also receives automatic stop/start, brake-energy recuperation and a new thermal management system that see the car reach optimal operating temperature faster than before.

The dual-clutch gearbox also adds a coasting feature that further boosts fuel savings by reducing engine revs on prolonged periods of trailing throttle on downhill runs. So equipped, Porsche claims combined-cycle fuel consumption of 30.5 mpg for the Boxster and 29.4 mpg for the Boxster S--improvements of about 15 percent over the old model.

Also, the dual-clutch gearbox can be mated with dynamic transmission mounts that alter their rigidity and damping characteristics in combination with the optional Sport Chrono package, reducing inertia and minimizing weight shift influences in the car's rear end for what the Boxster's project leader, Horst Woehler, describes as more dependable handling at the car's limits.

What is it like to drive?

The engine in the Boxster S is as responsive and stirring as ever, equally at home crawling along in city traffic as it is chasing the 7,700-rpm redline on the open road.

While peak torque arrives 100 rpm higher than with the old Boxster S's engine, there is now a generally stronger feel through the midrange, whatever the chosen gear. There are also less acute alternations in induction noise as the VarioCam Plus system continuously alters the valve timing, and a dynamic resonance flap is actuated to plump out the torque curve. Those seeking full aural appreciation will know that the new Boxster comes with an optional sport exhaust. It is a must for any enthusiast.

It is just a pity that Porsche continues to fit dual-clutch-gearbox-equipped models with a multifunction steering wheel that features awkward rocker switches for remote shifting. Their fiddly nature and apparent delay in engaging the chosen gear spoil what is otherwise a sublime driveline. Note to prospective owners: If you're considering the dual-clutch unit, forgo the multifunction steering wheel and get the optional shift paddles. You won't be disappointed.

The reduction in weight combines with the mild increase in power to give the new Boxster S a weight-to-power ratio of 9.4 pounds/hp in manual guise or 9.5 pounds/hp with the optional dual-clutch gearbox. That's a respective 35 percent and 30 percent improvement over the old model and backs up the subjective feel of added off-the-line and in-gear performance. Porsche claims a 0-to-62-mph best of 4.8 seconds for the dual-clutch Boxster S, a reduction of 0.2 second. An improved 0.30 drag co-efficient also sees top speed increase to 172 mph.

The new Boxster serves up a broader set of dynamic traits without any obvious compromise in its ability to thrill. The reworked underpinnings provide a larger footprint, while standard 19-inch wheels shod with 235/40 front and 265/40 rear tires offer larger contact area and improved grip levels. As with the old Boxster, the driver has the choice between normal and sport modes, the latter enhancing the throttle mapping and calibration of the traction-control system. The result is a driving experience every bit as focused as the old Boxster but with greater levels of refinement, comfort and general everyday livability.

The electromechanical steering, with variable speed-sensitive assistance, is better even than that of the similarly configured system used by the 911--superbly weighted, eager to self-center and wonderfully direct. Will current owners miss the old hydraulically operated system? They'll likely claim they do but in practice, the new arrangement is every bit as good, if not better than before.

The longer wheelbase and wider tracks combined to provide an added layer of stability, especially at higher speeds. The front end is particularly calm in comparison to that of the old model. But don't mistake that as meaning the Boxster has lost any of its inherent liveliness. If anything, it now feels even more eager. There is less bobbing of the nose at typical highway speeds, with a noticeable reduction in sideways movement or jiggling of the steering wheel. With added negative camber up front, the Boxster now also tracks with greater authority over uneven surfaces.

But as before the defining factor is its cornering ability. Crisp turn-in and superb stability together with great balance and fluidity from the newly configured chassis see the Boxster carve its way from apex to apex with the sort of athleticism that is guaranteed to put a smile on the face of any true enthusiast.

Grip is truly abundant--Porsche says the new Boxster reaches 1.2 g of lateral acceleration on the skidpan on standard wheels and tires. Any tendency toward understeer is well masked at anything less than breakneck speeds. There is no premature intervention of the standard Porsche Stability Management system, which only operates when it is really required. Switch it off, and the delicacy of the chassis allows you to deftly adjust the line. It is so talented, so complete in its actions that it feels as though it could handle considerably more power. On the right road there are few cars at any price that offer comparable driving entertainment as this new Porsche.

The ride, while firm even without the sport mode activated, is terrifically controlled over pockmarked roads. A new mounting system for the suspension helps reduce the annoying tire noise of the old Boxster on coarse pavement, making the new Porsche roadster an even more accomplished long-distance proposition. Nasty highway expansion joints and the like are dispatched with greater authority and less rumble than before.

Porsche continues to offer an optional Porsche Active Suspension Management system. However, the standard underpinnings now offer such a broad scope it's no longer a must-have. But keen drivers should know that the Boxster is now available with optional Porsche Torque Vectoring--but only in combination with PASM. We've yet to sample it on the new roadster, but as with the system on the 911, it individually brakes the rear wheels dependent on slip and traction to provide as neutral cornering behavior as possible. It also provides a mechanical locking differential. The standard steel brakes are on the money. They're nicely progressive, high on feel and full of strength when you really get on them hard.

So what's not to like about the new Boxster? Well, apart from those fiddly rocker switches on the steering wheel for the gearbox, there's now even less over-the-shoulder vision with the roof down, owing to an increase in height of the rear bulkhead and new design for the rollover hoops. With the roof up, the view out back is even more restricted because of the lack of rear side windows and large expanse of fabric, making parking an exercise that can only really be performed with the help of the distance sensors.

Do I want one?

In a perfect world every car enthusiast would have a new Porsche Boxster S sitting in his garage, if only for an early Sunday-morning thrash along a favorite back road. It might lack for ultimate straight-line speed but it is a far more compelling car on many different levels than the Audi TTRS, the BMW Z4 sDrive35i or the Mercedes-Benz SLK.

There is no doubt that Porsche has managed to extend the appeal of the model that once saved it from financial disaster without diluting any of its inherent excitement. It was and continues to remain one of the world's most entertaining road cars.